Collapsible control lever

ABSTRACT

A collapsible control lever suitable for use on a motorcycle includes a handlebar mount, an intermediate section and a lever section. The intermediate section and lever section are capable of rotation with respect to the handlebar mount between a relaxed position and an actuated position in order to provide control lever functions, such as disengaging a manual clutch. The lever section is capable of rotation with respect to the intermediate section between a normal position and a fully deflected position in order to avoid damage in the event of the motorcycle overturning. The lever section may be biased to its normal position.

CROSS REFERENCE TO RELATED APPLICATIONS

[0001] This application is a continuation-in-part of U.S. patentapplication Ser. No. 09/543-943 filed on Apr. 6, 2000, which is acontinuation-in-part of U.S. patent application Ser. No. 09/354,065filed on Jul. 15, 1999, the entire contents of which are herebyexpressly incorporated by reference.

FIELD OF THE INVENTION

[0002] The present application relates to control levers for vehicles.More particularly, the present invention relates to a collapsiblecontrol lever suitable for use on motorcycles.

DESCRIPTION OF THE RELATED ART AND SUMMARY OF THE INVENTION

[0003] In many motorcycles the brake and/or clutch is operated by amanual lever that is mounted to the handlebar. A bowden wire orhydraulic hose, depending on whether the brake or clutch is mechanicalor hydraulic, extends from the lever to a structure that is to beoperated, i.e. the brake or clutch.

[0004] Typically, the manual lever is located alongside the handgrip onthe handlebar. To operate the lever the rider places one or more fingersaround the handgrip and lever; the rider then applies a squeezing forceto the lever to rotate the lever toward the handgrip. The lever movementproduces a pulling force on the bowden wire, or a pushing force on ahydraulic plunger, again depending on the type of brake or clutch to beactuated.

[0005] One problem with conventional levers is that, due to thehandlebar generally being the most outwardly disposed portion of themotorcycle, in the event of the motorcycle falling over the end of thelever may forcibly strike the ground causing the lever, or its mountingstructure, to break. This could occur from the motorcycle being tippedfrom its kickstand or work stand. In another situation, the motorcyclecould be subject to a crash while in motion. A manual transmissionmotorcycle is inoperable without a functioning clutch, therefore if theclutch lever is broken during a motorcycle race the rider will not beable to finish. In many racing events the rider must finish the race inorder to score points; if a rider does not complete the race the rideris given a DNF (Did Not Finish) and is awarded zero points. A single DNFmay cost a rider enough points to lose the championship in a series madeup of individual races.

[0006] An attempted solution to this problem is illustrated in U.S. Pat.No. 6,047,611 to Warren et al. The Warren et al. control lever assemblyuses a modified lever section having two pivots. The first pivot allowssubstantially fore and aft rotation about an axis, while the secondpivot allows substantially up and down rotation about an axis. Thepurpose of the two pivots is to allow the lever to fold away such thatthe handlebar absorbs any impact from the ground as a result of themotorcycle falling over. Such a construction, however, has manydrawbacks preventing it from being widely used. The multi-pivotconstruction of Warren et al. is complex, heavy and does not performadequately in comparison with a conventional lever.

[0007] Another solution, used especially by motorcycle racers, is tomodify the lever to provide a hole or notch on an outward portion of thelever. The purpose is to weaken the lever so that in the event of acrash the lever will break at the weakened area. The hole or notch ispositioned such that a portion of the lever will remain intact to allowthe rider to finish the race, however it must also be located far enoughinward from the end of the handlebar so that the remaining portion ofthe lever is not in contact with the ground when the motorcycle is onits side. Otherwise, the lever would be subject to damage in a similarmanner to a conventional lever. As a result, after a crash in which thelever is severed at the weakened area, the intact portion provideslittle space for the rider's fingers to actuate the lever. Therefore,with this approach the lever must be replaced after the race. As crashesare a frequent occurrence in motorcycle races, this method becomes quiteimpractical.

[0008] An aspect of the present invention involves the realization ofseveral inherent disadvantages in a multi-pivot control lever, such asthat illustrated in Warren et al. The disadvantages with respect to aconventional control lever include reduced cable pull (or plungermovement), reduced finger grip area, and unwanted motion of the lever.

[0009] Providing multiple pivots in a control lever takes up asignificant amount of space, forcing the rider's fingers to bepositioned further from the lever's axis of rotation (pivot) than aconventional lever. A control lever can only be positioned so far fromthe handlebar and still be comfortable for the rider to reach with hisfingers. Therefore, the available rotational motion is limited andmoving farther from the pivot reduces the amount the wire is movedrelative to its sheath in a bowden wire arrangement, or the amount thehydraulic plunger is moved in a hydraulic arrangement (genericallyreferred to as “cable pull”). As it is desirable to keep the rotationalmovement required at a minimum, increasing the distance of the leverinput of the rider's fingers from the pivot of the lever presents adisadvantage.

[0010] An additional disadvantage to the multi-pivot construction isthat the space taken up by the pivot assembly reduces the lever areaavailable for the rider's fingers. As most riders use their inner one ortwo fingers to control the lever, the multiple pivots illustrated inWarren et al. decrease the most valuable portion of the lever.

[0011] The multi-pivot design as in Warren et al. includes a horizontalaxis of rotation that allows substantially vertical movement of thelever. In order to be useful, the resistive element in the horizontalpivot of a multi-pivot lever construction must be flexible enough toallow the lever to move if the motorcycle were to fall over while atvery low speeds or even while standing still. This is a disadvantagebecause most of the forces imparted on an off-road motorcycle arevertically oriented, such as from rough surfaces or the motorcyclelanding from jumps. As a result, substantial vertical forces may causeundesired movement of the lever while the motorcycle is in use.

[0012] Accordingly, preferred embodiments of the present inventionprovide a collapsible control lever that inhibits breakage, avoidsproblems of the prior art and performs control functions as well as aconventional lever.

[0013] One aspect of the invention is a manual lever assembly formounting on a handlebar including a handgrip. The lever assemblyincludes a handlebar mount defining a gripping surface for contacting ahandlebar wherein the gripping surface defines a handlebar axis. Thehandlebar mount defines a first axis of rotation. The lever assemblyadditionally includes an intermediate section connected to the handlebarmount so as to be rotatable about the first axis between a relaxedposition and an actuated position. The intermediate section defines asecond axis of rotation and an actuator retaining portion. A leversection defining a finger grip portion and having a distal end and apivot portion is connected to the intermediate section so as to berotatable about the second axis of rotation. The lever section furtherhas a normal position and a fully deflected position at leastapproximately 120° from the normal position. The distal end of thefinger grip portion of the lever section defines a first perpendiculardistance from the handlebar axis when the intermediate section is in arelaxed position. The distal end of the finger grip portion of the mountfurther defines a second perpendicular distance from the mount when theintermediate section is in an actuated position, the first distancebeing longer than the second distance.

[0014] A further aspect of the invention is a manual lever assembly formounting on a handlebar including a handgrip. The lever assemblyincludes a handlebar mount defining a gripping surface for contacting ahandlebar wherein the gripping surface defines a handlebar axis. Thehandlebar mount defines a first axis of rotation. The lever assemblyadditionally includes an intermediate section connected to the handlebarmount so as to be rotatable about the first axis between a relaxedposition and an actuated position. The intermediate section defines asecond axis of rotation and an actuator retaining portion. A leversection defining a finger grip portion and having a distal end and apivot portion is connected to the intermediate section so as to berotatable about the second axis of rotation. The lever section furtherhas a normal position and a fully deflected position at leastapproximately 80°-90° from the normal position. The distal end of thefinger grip portion of the lever section defines a first perpendiculardistance from the handlebar axis when the intermediate section is in arelaxed position. The distal end of the finger grip portion of the mountfurther defines a second perpendicular distance from the mount when theintermediate section is in an actuated position, the first distancebeing longer than the second distance. The intermediate section and thelever section are prevented moving vertically relative to the mount.

BRIEF DESCRIPTION OF THE DRAWINGS

[0015]FIG. 1 is a perspective view of a preferred embodiment of amotorcycle with a collapsible control lever.

[0016]FIG. 2 is a plan view of a preferred embodiment of a collapsiblecontrol lever adapted to disengage a manual clutch assembly, shown in arelaxed position.

[0017]FIG. 3 is a plan view of the control lever of FIG. 2, shown in anactuated position.

[0018]FIG. 4 is a cross sectional view of the control lever of FIGS. 2and 3 taken along section line 4-4 in FIG. 2.

[0019]FIG. 5 is a plan view of the control lever of FIG. 2, shown in afully deflected position.

[0020]FIG. 6 is a plan view of a second preferred embodiment of acollapsible control lever adapted to disengage a manual clutch assembly,shown in a relaxed position.

[0021]FIG. 7 is a cross sectional view of the control lever of FIG. 6taken along section line 7-7 in FIG. 6.

[0022]FIG. 8 is a plan view of the control lever of FIG. 6, shown in afully deflected position.

[0023]FIG. 9 is a plan view of a preferred embodiment of a collapsiblecontrol lever adapted to disengage a hydraulic clutch assembly, shown ina relaxed position.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

[0024] The present invention has utility for use with a number ofvehicles, including without limitation motorcycles, bicycles and othertypes of all-terrain vehicles where control levers are suitable. Inaddition, advantages present in preferred embodiments may be realizedwith a number of different control lever functions, such as for use witha manual clutch, braking systems or engine decompression systemsprovided to ease manual kick-starting. The clutch control lever isparticularly desirable, however, for use on an off-road motorcycle.

[0025] Referring now to FIG. 1, an off-road motorcycle, referred togenerally by the reference numeral 30, is shown. Preferably, an internalcombustion engine 32 mated to a manual transmission (not shown) ismounted into a frame 34. A rear wheel 36 is connected to the frame 34through a rear suspension system comprised of a swingarm 38 and a rearshock 40. Preferably, the rear wheel 36 is driven by the engine 32through a chain and sprocket assembly. A front wheel 42 is connected tothe frame through a front suspension system comprised of telescopingforks 44 and upper and lower fork clamps 46, 48. The fork clamps 46, 48are connected to a steering stem (not shown) that is journalled forlimited rotation about a steering axis defined by the head tube (notshown) of the frame 34.

[0026] A handlebar 50 is preferably connected to the upper fork clamp 46for steering of the motorcycle 30. Preferably, each end of the handlebarhas a handgrip 51 for the rider to grasp. The handlebar 50 provides asurface in which to mount a plurality of rider controls, preferablyincluding a twist-type throttle assembly, an engine stop button, a brakelever and a clutch lever 52. Additionally, certain motorcycles may alsoinclude an engine decompression lever. The decompression lever, whileengaged, lowers the compression ratio of the engine to allow for easiermanual kickstarting. Certain other motorcycles, when equipped with anelectric start feature, may include an engine start button. A typicalarrangement would place the throttle and brake lever on the right sideof the handlebar 50 (from the perspective of a rider seated on themotorcycle) and the clutch lever 52 and engine stop button on the leftside of the handlebar 50.

[0027] The motorcycle 30 also includes a pair of footpegs 54, preferablymounted to a lower portion of each side of the frame 34, on which therider may place his feet. An elongated straddle-type seat 56 is providedfor use when the rider is in a seated position. A plurality of bodyportions of the motorcycle 30 are provided, including front and rearfenders 58, 60, a gas tank 62, a pair of radiator shrouds 64 and a pairof side panels 66.

[0028] With reference to FIGS. 2-4, the clutch lever assembly 52 willnow be described in detail. The lever 52 is comprised generally of ahandlebar mount (or perch) 68, an intermediate section 70 and leversection 72.

[0029] The handlebar mount 68 is secured to the handlebar 50 by aclamping portion 74 that extends at least partially around the handlebarand a clamp plate 76 that is preferably connected to the clampingportion 74 through a pair of clamp bolts 78 (only one shown). The innersurfaces of the clamping portion 74 and the clamp plate 76 cooperate toform a gripping surface. The handlebar mount 68 may be rotated about anaxis H defined by the gripping surface so as to place the lever 52 in acomfortable position for the rider of the motorcycle 30.

[0030] The handlebar mount 68 extends generally in a radial directionfrom the axis H terminating in a housing portion. The housing portiondefines a cylindrical aperture 80 through which the bowden wire, orcontrol cable 122 may pass. A pair of flange sections 82 extend outwardfrom a central portion of the handlebar mount 68 defining a cavity thatcooperates with a portion of the intermediate section 70.

[0031] The intermediate section 70 is generally “L-shaped” with one endcomprised of a lever pivot tab 84 and the second end comprised of a pairof flange sections 86 defining a space or cavity. The lever pivot tab 84is sized and shaped to cooperate with the cavity defined by the flanges82 of the handlebar mount 68. The flanges 86 of the intermediate section70 are spaced apart sufficiently to accommodate a portion of the leversection 72. The intermediate section 70 additionally defines a cableanchor cavity suitable to exert a pulling force on a bowden wire, in awell-known manner.

[0032] The lever section 72 comprises an elongated finger grip portion88 with a pivot portion 90 at one end and a ball end 92 at the other.Desirably, the finger grip portion is at least one (1) inch long and,preferably, is at least 3½ inches long. The pivot portion 90 is sizedand shaped to cooperate with the cavity defined by the flange sections86 of the intermediate section 70. The lever section 72 additionally hasa protruding tab portion 94 including a transversely extending threadedthrough-hole. A reach adjustment bolt 96 is threaded through the tab 94and is held in a desired depth relative to the tab 94 by a lock nut 98.

[0033] As mentioned previously, the handlebar mount 68 is secured to thehandlebar 50 of the motorcycle 30. The lever pivot tab 84 of theintermediate section 70 fits between the flanges 82 of the handlebarmount 68. The intermediate section 70 is connected to the handlebarmount 68 by a lever pivot bolt 100 that passes through correspondingapertures in each component 68, 70. Thus, the intermediate section 70 iscapable of rotation relative to the handlebar mount 68 about an axisdefined by the lever pivot bolt 100 (sometimes referred to herein as thelever pivot). FIG. 4 shows the lever pivot bolt 100 fixed by a retainingnut 102. Alternatively, the bottom flange 82 of the handlebar mount 68could be provided with a threaded aperture to retain the lever pivotbolt 100. Other suitable methods of creating a rotational connection mayalso be used.

[0034] With primary reference to FIG. 4, the structure of the pivot thatallows deflection of the lever section 72 of the clutch lever assembly52 (sometimes referred to herein as the deflection pivot) will bedescribed in detail. As previously mentioned, the pivot portion 90 ofthe lever section 72 fits within the cavity formed by the flanges 86 ofthe intermediate section 70. A deflection pivot bolt 104 is passedthrough corresponding apertures in the intermediate section 70 and leversection 72 allowing the lever section 72 to rotate relative to theintermediate section 70 about a deflection axis D defined by thedeflection pivot bolt 104. Additionally, bushings 106 may be positionedbetween the intermediate section 70 and the lever section 72 to preventwear of the components 70, 72 and contamination of the pivot. Obviously,other suitable methods of creating a rotatable joint may be used. Forexample, the lever section 72 could incorporate upper and lower flangesand the intermediate section 70 could form a tongue portion that fitsbetween the flanges. Similarly, the bushings 106 may be omitted orsubstituted by a bearing.

[0035] A biasing assembly 108 is provided on the deflection pivot tobias the lever section 72 to a normal position. The biasing assembly 108illustrated in FIG. 4 is primarily comprised of a torsion spring 112.The torsion spring 112 is arranged coaxially with the deflection pivotbolt 104 and is separated from the intermediate section 70 by a washer114. The biasing assembly 108 also comprises a retaining spool 116,which supports the resilient torsion spring 112 from the underneath sideand centers it about the deflection axis D and a nut 110 secures thespool 116. Both ends 118, 120 of the torsion spring 112 extend axiallyfrom the body of the spring 112. One end 118 of the torsion spring 112is retained in a suitable cavity in the lever section 72 and the otherend 120 is retained in an aperture in the spool 116. With thisarrangement, the torsion spring 112 biases the lever section 72 into anormal position where the end of the reach bolt 96 abuts an edge surfaceof the intermediate section 70, as illustrated in FIG. 2. Minoradjustments to the orientation of the lever section 72 with respect tothe handlebar axis H may be made by adjusting the reach bolt 96. Ofcourse, the torsion spring 112 may be replaced by a different biasingmember, such as an extension spring, strip of spring steel, rubberstrands or surgical tubing.

[0036] A preferred handlebar mount 68, intermediate section 70 and leversection 72 are machined from aluminum. However, other suitable rigidmaterials may also be used, including steel, plastics or composites.Additionally, other methods of shaping the components may be used, suchas casting, forging or injection molding.

[0037] When constructed substantially as described above, the clutchlever 52 advantageously performs normal control lever functionscomparably with a conventional control lever. FIG. 2 illustrates theclutch lever 52 mounted to a handlebar 50. The intermediate section 70is in a relaxed position wherein the ball end 92 of the lever section 72defines a first perpendicular distance (D_(R)) from the handlebar axisH. The intermediate section 70 of the lever assembly 52 is adapted toretain the end, or anchor, of a conventional bowden wire, or controlcable 122. A cable adjustment mechanism 124 is provided to increase ordecrease tension in the control cable 122, as is well known. To operatethe control lever 52, the motorcycle rider uses one or more fingersengaging the finger grip portion 88 of the lever section 72 to rotatethe lever 52 toward the handlebar 50. The reach bolt 96 transfers theforce input of the lever section 72 into the intermediate section 70,causing the intermediate section 70 to rotate about the lever pivot axisL to achieve an actuated position, wherein the ball end 92 of the leversection 72 defines a perpendicular distance (D_(A)) from the handlebaraxis H. The rotation of the intermediate section 70 exerts a pullingforce on the control cable 122 and, in the present situation, disengagesa manual clutch. Obviously, the lever assembly 52 can be adapted for usewith a mechanical or hydraulic brake assembly or an engine decompressiondevice.

[0038] The construction of the deflection pivot advantageously allowsthe lever section 72 to rotate towards a fully deflected position(represented by Θ in FIG. 5), to reduce the likelihood of the lever 52being damaged or broken in the event the motorcycle 30 overturns. Thebiasing member 108 is resistive enough to retain the lever 52 in itsnormal position (FIG. 2) when the motorcycle is traversing roughterrain, but allows the lever section 72 to deflect upon forciblystriking an object, such as the ground.

[0039] Off-road motorcycle riding, and racing in particular, results inlarge, substantially vertical force inputs to the motorcycle 30. Theseforce inputs result from the motorcycle 30 traversing rough terrain andlanding from jumps. Modern motorcycles allow racers to routinely jumpdistances of well over 100 feet, at heights of well over 30 feet. Toresist the vertical forces encountered upon landing from such heights,the deflection pivot axis D is advantageously arranged in anon-horizontal and, preferably, a substantially vertical orientation,limiting the movement of the lever section 72 to a non-vertical and,preferably, generally a horizontal plane. As a result, the lever section72, and the entire portion of the assembly which pivots about the leverpivot axis L is prevented from moving in response to vertical forceinputs, ensuring that it will remain accessible to the rider of themotorcycle 30, even upon landing from extreme heights.

[0040] In order to fully understand advantages of the present invention,it is necessary to provide a discussion of design parameters involvedwith control levers generally, and bowden wire clutch levers inparticular. The clutch lever 52 on the motorcycle 30 functions toconvert rotational motion of the lever 52 about its lever pivot axis Linto linear motion suitable to actuate the bowden wire, or control cable122. The amount of linear motion of the control cable 122 is generallyreferred to as the “cable pull”. A fixed minimum amount of cable pull isrequired to operate the component connected to the lever 52, in thepresent situation to disengage a manual clutch. Several variablesinfluence the amount of cable pull a control lever is capable ofproducing, including: lever pull, the linear distance from the leverpivot axis L to the cable anchor and the linear distance from the leverpivot axis L to the finger grip portion 88 of the lever 52.

[0041] The “lever pull” is defined as the linear distance the fingergrip portion 88 of the lever 52 is capable of moving toward thehandlebar axis H. The amount of lever pull is limited primarily by thedistance that the finger grip portion 88 can be placed away from thehandlebar axis H and remain comfortable for the average rider to graspwith one or more fingers. This is commonly referred to as the “reach” ofthe lever. Obviously, this value may vary, however in practice the reachdoes not usually exceed about 3 inches. Accounting for the averagethickness of a handlebar 50 and handgrip 51 combination, the lever pullis approximately 2⅜ inches at a theoretical maximum. However, thetheoretically available lever pull is not often realized in off-roadmotorcycling because it is impractical, and often unsafe, for a rider toremove all four fingers from the handgrip 51 to actuate the lever 52.Typically, a rider will use one or two fingers to actuate the clutchlever 52 while constantly maintaining a grip on the handlebar 50 withthe remaining fingers. In this scenario, the lever pull is limited bythe finger grip portion 88 of the lever 52 striking the fingersremaining on the handlebar. This value may also vary widely, however inpractice the maximum useful lever pull available is approximately one(1) inch when using one or two fingers to actuate the control lever 52.Additionally, it is desirable to have the lever pull be at a minimum inorder to allow the rider to shift gears quickly.

[0042] A second variable affecting the amount of cable pull in a controllever 52 is the linear distance between the cable anchor and the leverpivot axis L (cable distance). The amount of cable pull increases for agiven lever pull as the linear distance between the cable anchor and thelever pivot axis L increases. However, practical concerns restrain thisdistance from becoming too great. For example, increasing the distancebetween the cable anchor and the lever pivot axis L necessarilyincreases the amount the lever assembly 52 protrudes from the handlebaraxis H, increasing the chances of breaking the lever assembly 52, or acomponent thereof, in the event of a crash. Additionally, due to therotational movement of the cable anchor around the lever pivot axis L,increasing the linear distance between them increase the rotationalelement of the cable anchor's movement which, in turn, increases thefriction between the control cable 122 and its housing. Both results areespecially undesirable in off-road motorcycling, and off-road motorcycleracing in particular. In practice, and in the illustrated embodiment,the cable distance is approximately one (1) inch.

[0043] A third variable influencing the cable pull of a control lever 52is the linear distance between an inner edge of the finger grip portion88 and the lever pivot axis L (lever distance). Increasing this distancereduces the effective cable pull of a control lever 52. In practice, andin the illustrated embodiment, a typical lever distance is approximately2½ inches. In a multi-pivot design, such as that illustrated by Warrenet al., the lever distance is increased to approximately 3½ inches, inorder to accommodate the multiple pivot assemblies. With considerationof the practical constraints on the other variables influencing cablepull, as discussed immediately above, the performance of the lever 52 isoptimized by reducing the distance between the finger grip portion 88and the lever pivot axis L. This can be best illustrated by creating anequation describing the relationship between the cable pull, the cabledistance, the lever pull and the lever distance.

[0044] As a result of the cable anchor and the finger grip portion 88both rotating about the lever pivot axis, the ratio of the lever pull tothe lever distance is equivalent to the ratio of the cable pull to thecable distance. In terms of the cable pull, the equation becomes: cablepull=cable distance * (lever pull/lever distance). A table isconstructed illustrating the effect that changing the lever distance hason the amount of cable pull. The standard values of one (1) inch forboth the lever pull and the cable distance are used for the sake ofcomparison, and for the practical reasons described above. LEVERDISTANCE CABLE PULL Δ (inches) (inches) (%) 2.5 0.40 — 3.0 0.33 20.0 3.50.29 40.0 4.0 0.25 60.0 4.5 0.22 80.0

[0045] As illustrated in the table, the cable pull becomes greater asthe lever distance is decreased. The preferred lever distance ofapproximately 2½ inches achieves a 20% increase in cable pull over asimilar construction having a ½ inch increase in lever distance. Theincrease in cable pull over a construction, such as illustrated byWarren et al., having an increase of one (1) inch in lever distance is40%. A 60% increase in cable pull is achieved over a similarconstruction in which the lever distance is increased by only 1½ inches.

[0046] The construction of preferred embodiments of the presentinvention advantageously retains a similar lever distance to that of aconventional control lever thereby providing a similar amount of cablepull as a conventional lever. This produces advantages over the morecomplex folding lever designs, which necessarily increase the leverdistance. As the lever distance increases, a greater amount of leverpull is required to achieve a cable pull sufficient to disengage theclutch, which results in increased time to shift gears. This results invaluable time lost for each shift during the course of a race and hasprevented previous folding lever designs from being practical for moreserious off-road motorcyclists. Additionally, if the increase in thelever distance is too great, it may no longer be possible to disengagethe clutch without pulling the lever 52 all the way to the handlebar 50.This would require the rider to completely release his grip of thehandlebar 50 with his fingers in order to shift the transmission. Thisalso inhibits the more complex folding lever designs from beingpractical for more than light off-road use.

[0047] In addition to performing control functions equivalently toconventional control levers, preferred embodiments of the presentinvention advantageously inhibit damage or breakage in the event of themotorcycle 30 overturning or crashing. As mentioned previously, thefront wheel 42, front suspension and handlebar 50 are journalled forrotation about a steering axis of the frame 34 from a neutral position,with the front wheel 42 pointing straight ahead, to a rotated positionapproximately 43-45° from the neutral position in each direction.Additionally, the end surface of the handlebar grip 51, a portion of thefront wheel 42 and a rear portion of the motorcycle 30 define a plane.If the motorcycle is overturned on substantially flat ground, thedescribed plane will substantially correspond with the ground. The rearportion of the motorcycle 30 that defines a point in the plane will varydepending on the specific geometry of the motorcycle 30, but will likelyinclude one of the following components: the footpeg 54, the swingarm38, the rear wheel 36 or the side panel 66. Advantageously, in preferredembodiments of the control lever 52, the lever section 72 is capable ofdeflecting about its deflection axis D so as to be located between themotorcycle 30 and the described plane (or ground) in order to reduce thelikelihood of damage to the lever 52. In a presently preferredembodiment, the deflection axis D is located between the inner edge ofthe finger grip portion 88 and the lever pivot axis L when movinggenerally coaxial to the handlebar axis H, and the lever pivot axis Land a leading edge of the intermediate section 70 when moving generallynormal to the handlebar axis H.

[0048] A deflection distance of the lever section 72 is defined by thenormal distance between a first line extending perpendicular to thehandlebar axis H through the center of the ball end 92 in its normalposition and a second line extending perpendicular to the handlebar axisH through the center of the ball end in its fully deflected position. Anincrease in the deflection distance results in an increase in theability of the lever section 72 to deflect inward of the defined plane,and therefore continue to deflect in response to a force input from theground without reaching its fully deflected position. The deflectiondistance is influenced by the linear distance from the lever pivot axisL to the ball end 92 (lever length) and the angular rotation of thelever section 72 from its normal position to its fully deflectedposition (deflection angle). An increase in the deflection angle resultsin an increased deflection distance. A reduction in lever length (e.g.,the deflection pivot moving toward the ball end 92) results in a reduceddeflection distance for a given deflection angle.

[0049] The lever length may vary widely, however it is typicallydesirable for the ball end 92 to be substantially proximate the endsurface of the handlebar grip 51. Such a construction increases theeffective length of the finger grip portion 88 of the lever 52 andallows the rider of the motorcycle 30 convenient access to the fingergrip portion 88 throughout a wide range :of hand positions on thehandgrips 51. A typical lever length to achieve these goals isapproximately 5½ inches. Desirably, the lever section 72 does notsignificantly extend beyond the end surface of the handgrip 51 anddesirably is no longer than ¾ inches beyond the end surface of thehandgrip 51. Accordingly, the lever is desirably between 3 inches and 6½inches in length.

[0050] The likelihood of damage to the lever 52, and therefore thedesired deflection distance of the lever section 72, in the event of themotorcycle 30 overturning depends at least in part on the angularposition of the handlebar 50 when the left side of the motorcyclestrikes the ground. Assuming the clutch lever 52 is mounted on itstypical position on the left side of the handlebar 50, the risk ofdamage is slightest when the handlebar 50 is fully rotated to the rightof its neutral position. The likelihood of damage to the clutch lever 52is increased if the motorcycle 30 strikes the ground with the handlebar50 in its neutral position. In this situation, a deflection angle ofapproximately 80-90°, with a lever length of 5½ inches, may besufficient to prevent damage to the control lever 52.

[0051] The likelihood of damage to the clutch control lever 52 isperhaps greatest if the motorcycle 30 strikes the ground with thehandlebar 50 fully rotated to the left side of its neutral position. Inthis situation, a deflection angle of at least approximately 120° ispreferred. Advantageously, the illustrated embodiment in FIGS. 2-5provides a deflection angle of approximately 132° with a lever length of5½ inches. The increased deflection angle provides a safety factoruseful in the event that a portion of the ground on which the motorcycle30 overturns is uneven or irregular.

[0052] The table below illustrates the change in deflection distance fora given change in the deflection angle. The table shows values for alever assembly having a lever length of 5½ inches. As illustrated in thetable, a collapsible lever constructed similarly to the above-describedembodiment has a deflection distance 66.9% greater than a folding levercapable of only 90° of angular rotation. % % DEFLECTION DEFLECTIONIMPROVEMENT IMPROVEMENT ANGLE DISTANCE FROM 90° FROM 100° (degrees)(inches) (%) (%) 90 5.50 — — 100 6.46 17.4 — 110 7.38 34.2 14.3 120 8.2550.0 27.7 132 9.18 66.9 42.1 141 9.77 77.7 51.3

[0053] With reference to FIGS. 6-8, a second preferred embodiment of amanual clutch control lever 52 will now be described. The embodimentillustrated in FIGS. 6-8 is similar in structure and function to thepreviously described embodiment, therefore the same reference numeralswill be used to identify substantially equivalent structures, whereappropriate.

[0054]FIG. 7 shows the pivot portion 90 of the lever section 72comprising a pair of flange sections 126. The flanges 126 of the leversection 72 are spaced apart to accommodate the flange sections 86 of theintermediate section 70. A deflection pivot bolt 104, defining adeflection axis D, is passed through corresponding apertures in thelever section 72 and the intermediate section 70. The lever section 72is fixed substantially coaxially to the bolt 104 through a pair ofroller bearings 128 Thus, the lever section 72 is capable of rotationrelative to the intermediate section 72 about the deflection axis D.Obviously, the roller bearings 128 may be replaced by a different typeof bearing, a bushing or omitted altogether. The biasing member 108,primarily comprising a torsion spring 112, is mounted between theflanges 86 of the intermediate section 70, substantially coaxially withthe deflection axis D and is separated from the bolt 104 by a bushing130. A nut 110 secures the bolt 104 in place.

[0055] The operation of the control lever 52 illustrated in FIGS. 6-8 issimilar to the function of the previously described embodiment. For useas a control lever, one end of the biasing member 118 engages the leversection 72 and the other end engages the intermediate section 70,biasing the lever section 72 to a normal position (FIG. 6). Similarly tothe previous embodiment, to operate the control lever 52, the engagesthe finger grip portion 88 of the lever section 72 to rotate the lever52 toward the handlebar 50. The reach bolt 96 transfers the force inputof the lever section 72 into the intermediate section 70, causing theintermediate section 70 to rotate about the lever pivot axis L toachieve an actuated position. This action exerts a pulling force on thecontrol cable 122 and, in the present situation, disengages a manualclutch.

[0056]FIG. 8 illustrates the lever section 72 of the control leverassembly 52 in a fully deflected position. The illustrated embodiment iscapable of achieving a deflection angle of approximately 141° and has alever length of 5½ inches, resulting in a slightly greater deflectiondistance than the first illustrated preferred embodiment. Additionally,the enlarged flanges 126 of the lever section 72 add strength to thedeflection pivot and the entire lever assembly 52.

[0057]FIG. 9 illustrates a preferred embodiment for use with a hydraulicclutch assembly. The handlebar mount 68 and intermediate section 70 aremodified such that rotation of the intermediate section 70 results in anactuating surface 132 exerting a pushing force on a hydraulic mastercylinder plunger 134.

[0058] Although the present invention has been described in terms of acertain embodiment, other embodiments apparent to those of ordinaryskill in the art also are within the scope of this invention. Thus,various changes and modifications may be made without departing from thespirit and scope of the invention. For instance, various components maybe repositioned as desired. Moreover, not all of the features, aspectsand advantages are necessarily required to practice the presentinvention. Accordingly, the present invention is not intended to belimited by the recitation of preferred embodiments, but is intended tobe defined solely by the reference to the appended claims.

What is claimed is:
 1. A manual lever assembly for mounting on ahandlebar having a handgrip, said assembly comprising: a handlebar mountdefining a gripping surface for contacting a handlebar, said surfacedefining a handlebar axis, said mount defining a first axis of rotation;an intermediate section connected to said mount so as to be rotatableabout said first axis between a relaxed position and an actuatedposition, said intermediate section defining a second axis of rotationand an actuator retaining portion; and a lever section defining a fingergrip portion having a distal end, a pivot portion connected to saidintermediate section so as to be rotatable about said second axis ofrotation having a normal position and a fully deflected position atleast approximately 120° from said normal position, said distal end ofsaid finger grip portion of said lever section defining a firstperpendicular distance from said handlebar axis when said intermediatesection is in a relaxed position and said distal end of said finger gripportion of said mount defining a second perpendicular distance from saidmount when said intermediate section is in said actuated position, saidfirst distance being longer than said second distance.
 2. The manuallever assembly of claim 1, wherein said lever section extends at leastto an inner end of said handgrip.
 3. The manual lever assembly of claim1, wherein said first axis is located proximate an inner end of saidhandgrip.
 4. The manual lever assembly of claim 1, wherein one of saidlever section and said intermediate section define a housing portionabove and below the other and a biasing member is located external ofsaid housing portions.
 5. The manual lever assembly of claim 1, whereinthe actuator retaining portion retains a control cable.
 6. The manuallever assembly of claim 1, wherein said finger grip portion is between 1inch and 3½ inches long.
 7. The manual lever assembly of claim 1,wherein said lever section extends no more than ¾ inches beyond an endsurface of said handgrip.
 8. The manual lever assembly of claim 1,wherein a linear distance between an inner edge of said finger gripportion and said first axis is approximately 2½ inches.
 9. A manuallever assembly for mounting on a handlebar having a handgrip, saidassembly comprising: a handlebar mount defining a gripping surface forcontacting a handlebar, said surface defining a handlebar axis, saidmount defining a first axis of rotation; an intermediate sectionconnected to said mount so as to be rotatable about said first axisbetween a relaxed position and an actuated position, said intermediatesection defining a second axis of rotation and an actuator retainingportion; and a lever section defining a finger grip portion having adistal end, a pivot portion connected to said intermediate section so asto be rotatable about said second axis of rotation having a normalposition and a fully deflected position at least 80°-90° from saidnormal position, said distal end of said finger grip portion of saidlever section defining a first perpendicular distance from saidhandlebar axis when said intermediate section is in a relaxed positionand said distal end of said finger grip portion of said mount defining asecond perpendicular distance from said mount when said intermediatesection is in said actuated position, said first distance being longerthan said second distance; wherein said intermediate section and saidlever section are prevented moving vertically relative said mount. 10.The manual lever assembly of claim 9, wherein the distance from saidfirst axis to an inner edge of said finger grip portion is no more than3 inches.
 11. The manual lever assembly of claim 9, wherein said fingergrip portion is between 1 inch and 3½ inches long.
 12. The manual leverassembly of claim 9, wherein said lever section extends no more than ¾inches beyond an end surface of said handgrip.
 13. The manual leverassembly of claim 9, wherein a linear distance between an inner edge ofsaid finger grip portion and said first axis is approximately 2½ inches.